Urban Transport Plan for Stevenage 75 Five Year …...Urban Transport Plan for Stevenage 75 8.1 Delivery Timescales A number of measures listed in Chapter 7 are able to be delivered

Five Year Delivery Programme

Urban Transport Plan for Stevenage 75

8.1 Delivery Timescales A number of measures listed in Chapter 7 are able to be delivered in the short term (i.e. the first three years of the UTP period). Consideration of priority, feasibility and deliverability has been undertaken to identify measures which are likely to be delivered within the first three years of the UTP period. In addition, a number of other schemes have been identified which will need to be developed in the medium (3 – 5 years) and longer term (5 years +). The majority of these medium and longer term schemes are being delivered in the timescale as they are required to assist in the delivery of development or it is not anticipated that they could be delivered within the first 3 years of the plan. In dealing with the medium and longer term schemes it has been necessary to consider the schemes against different development scenarios. The first of these is the Do Minimum development scenario which assumes that the forecasts for background traffic growth occur in relation to rising or falling incomes and committed developments which are to be delivered. The second of these scenarios relates to a Do Something scenario which assumes the volume of development proposed within the East of England Plan is delivered. Presenting the scheme requirements in this way means that those schemes which need to be delivered as a result of the East of England Plan developments can be easily identified.

8.2 Funding Mechanisms The measures set out in the UTP will be delivered through a variety of funding mechanisms. Depending upon the nature of the proposal it is possible that it could be funded from a variety of sources as described below. In many instances more than one of the funding sources would be applicable as indicated in the following tables.

• HCC/SBC – relates to funding from Council Revenue Budgets. Such funding would be typically related to marketing/promotional activities plus maintenance issues such as signing improvements. Alternatively funding could be obtained through GAF.

• LTP – relates to funding from the Integrated Transport Block. Such funding would be typically related to the design and implementation of capital schemes.

• MSBC – relates to Major Schemes Business Case Bids from DfT through

the Regional Funding allocation. Applies to schemes normally greater that £5m.

• Developer Contributions – related to funds collected through Section 106 Agreements for which schemes are specific and related to the

8 Five Year Delivery Programme


development concerned. However, a Pooled Contributions/Tariff for Stevenage is recommended to be delivered through Supplementary Planning Documentation or included as a specific policy within the LDF. Advice on setting up a pooled contribution system is set out within Circular 5/2005 Planning Obligations, together with general advice on the use of Planning Obligations from developers.

• Receipts – relates to funding primarily from Parking Charges receipts,

although receipts from land sales could be possible. Such funding would primarily relate to car parking measures or where schemes may not qualify for other funding sources.

• Existing Employers – relates to funding mainly for travel planning initiatives at the existing workplaces.

8.3 Measures for Delivery in the First Five Years

The prioritised programme for delivery (subject to funding) over the next five years is shown by transport mode in the tables below. The tables have been broken down into schemes and policies. The former can be implemented on the ground, with an appropriate design and cost, whereas the latter represent a recommended approach or action being proposed through the UTP for adoption by the relevant authority(s). A full plan of Stevenage showing the infrastructure schemes to be delivered as part of the UTP is contained as Appendix C. Table 8.1 – Walking schemes and policies to be delivered in the first 5 years Scheme Year Cost Funding

Source LTP Indicator

WM3 Improve the existing Fairlands Way footbridge (and make available to all users) to enhance link between town centre and old town

Short £6,000 LTP/ Developer Contributions

Footway Condition, Cycling Trips, Rights of Way

WM7 Support ‘no cycling’ restrictions in the town centre

Short £1,480 LTP/Receipts Rights of Way, Cycling Trips

WM14 Provide a Toucan crossing in front of Lister Hospital

Short £102,000

LTP % Who Find it Difficult to Access a Hospital, Rights of


Scheme Year Cost Funding Source

LTP Indicator Way

WM15 Provide a footpath along Gresley Way from Six Hills Way to Jackdaw Close

Short £206,500

LTP Footway Condition, Rights of Way

WM17 Provide Toucan crossings at Great Ashby Way and Gresley Way


Cycling Trips, Rights of Way

WM18 Provide a zebra crossing across Argyle Way for pedestrians to access to Gunnels Wood


Public Transport Patronage, Rights of Way

WM19 Provide a Toucan crossing across Magpie Crescent to link in to Sainsbury's

Short £100,000

LTP/ Developer Contributions


WM20 Provide pedestrian warning signs on Stevenage Road

Short £650 LTP Rights of Way

WM1 Improve pedestrian and cyclist access to the rail station from the West

Medium £42,000 LTP/ Developer Contributions

Public Transport Patronage, Footway Condition, Cycling Trips

WM2 Redesign the footbridge to provide a covered walkway between leisure centre and the rail station

Medium £1.5 million


Public Transport Patronage,

Policy Year Cost Funding Source

LTP Indicator

WM8 Introduce incentives for the ‘walking bus’

Short £1,000 per scheme,

HCC/SBC To be pursued as part of the


Scheme Year Cost Funding Source

LTP Indicator

scheme per annum

School Travel Plans process

Table 8.2 – Cycling schemes and policies to be delivered in the first 5 years Scheme Year Cost Funding


CM2 Review the existing cycle-way network

Short £300,000 Funding already secured through growth area funding

Cycling Trips

CM3 Provide/improve Cycle parking at all entrances to the town centre (7 in all)

Short £29,624 LTP/ Developer Contributions/SBC

Cycling Trips

CM17 Provide a cycle crossing over St. Georges Way



CM15 Remove some car parking and relocate cycle parking to the area immediately south of the rail station

Medium £52,900 SBC Cycling Trips, Public Transport Patronage

CM7 Introduce a cycle route along Gresley Way



CM7.1 Provide a link from the proposed Gresley Way cycle route to the existing cycle route along Six Hills Way



CM7.2 Provide a link from the proposed

Medium £30,000 LTP/ Developer

Cycling Trips,


Gresley Way cycle route to the existing cycle route along Martins Way

Contributions Rights of Way

CM8 Provide a cycle lane along St Georges Way



CM8.1 Connect existing cycle lanes on the Six Hills Way roundabout with the proposed cycle route along St. Georges Way



CM10 Separate cyclists and mopeds on the cycle-ways

Medium N/A No cost to the UTP- covered in the SBC Cycle Study

Cycling Trips,

CM16 Provide a cycling 'ring' around the leisure centre

Medium £10,000 SBC Cycling Trips, Rights of Way


LTP Indicator

CM5 Improve policing on cycle-ways

Short N/A HCC/SBC Cycling Trips

CM1 Make sure cycle routes are complete and do not stop short of destinations

Medium No cost to the UTP. Study already commissioned.

HCC/SBC Cycling Trips, Public Transport Patronage,

CM4 Provide secure storage of cycles at key destinations

Medium No cost to the UTP

Developer Contributions/Existing employers/ HCC/SBC

Cycling Trips, Public Transport Patronage


CM9 Provide cycle facilities, e.g. storage, showers etc, through business partnerships

Medium No cost to the UTP

Developer Contributions/Existing employers/ HCC/SBC

Cycling Trips

Table 8.3 – Public Transport schemes to be delivered in the first 5 years Measure Year Cost Funding


PTM1 Increase marketing of bus/rail services

Short Costs included in measure SM1

HCC/SBC Passenger Transport Information, Public Transport Patronage, Bus Service/ User Satisfaction

PTM12 Increase the amount of bus information available at the rail station

Short £6,500 HCC Passenger Transport Information, Public Transport Patronage, Bus Service/ User Satisfaction

PTM14 Increase the amount of bus travel information available at the bus station

Short £1,850 HCC Passenger Transport Information, Public Transport Patronage, Bus Service/ User Satisfaction

PTM2 Redesign the train station forecourt

Medium £2,122,000

Network and First Capital Connect/SBC

Passenger Transport Information


Measure Year Cost Funding Source

LTP Indicator

PTM4 Upgrade key bus stops within the study area

Medium £14,000 per bus stop

Developer Contributions/HCC

Passenger Transport Information, Public Transport Patronage, Bus Service/ User Satisfaction

PTM9 Provide priority bus lanes/junctions at selected locations

Medium £1,106,518


Bus Punctuality, Public Transport Patronage

PTM21 Provide real time information around the network

Medium Scheme being taken forward by HCC


Passenger Transport Information, Bus Service/ User Satisfaction

Table 8.4 – Highway schemes and policies to be delivered in the first 5 years Measure Year Cost Funding


HM1 Introduce a package of smarter measures such as travel marketing, travel plans, car clubs, to reduce reliance on the car

Short See SM1 Developer Contributions/ Existing employers/ HA/HCC/SBC

Cycling Trips, Passenger transport information, Public transport patronage

HM4 Install two Toucan Crossings along White Way

Short £200,000 LTP Cycling Trips



LTP Indicator

HM7 Introduce horizontal traffic calming through pinch points along Rectory Lane

Short £50,000 LTP Cycling Trips

HM29 Make it left turn only out of Mobbsbury Road on to Fairlands Way

Short £4,000 LTP Congestion*

HM11 Ramp metering on the A1(M)

Medium £161,000 Highways Agency/

Congestion*

HM8 Increase the throughput of major roundabouts by using either grade separation or filter lanes

Medium Requires detailed design


Bus Punctuality,

HM31 Ban right turn in to Sainsbury's from the north, and force traffic to do U-turn at Corey's Mill Lane roundabout

Medium Requires detailed design, but thought to circa £10,000

Developer Contributions/ GAF Funding

Congestion*


LTP Indicator

HM18 Implement and achieve the parking policies and ambitions contained in the Parking Strategy (2004)

Short N/A SBC/Receipts Public Transport Patronage,

HM2 Reduce the need to travel through good land use planning

Medium N/A SBC/NHDC/ Developer Contributions

Does not need funding

HM9 Carry out further surveys to determine the effect of traffic which appears to

Short £3,200 HCC/Other Congestion*



LTP Indicator

re-route along Church Lane to avoid the High Street

* There are selected towns identified for delivering the Congestion target and it is anticipated that these towns will be prioritised for funding. The schemes highlighted for this target will be considered on an individual basis depending on available funding. Table 8.5 – Sustainable schemes and policies to be delivered in the first 5 years Measure Year Cost Funding


SM1 Improve publicity of sustainable transport options through Marketing Campaign

Short/ Medium

£375,000 + annual cost

HCC/SBC/ LTP/ Developer Contributions

Passenger transport Information, Cycling trips, Public Transport Patronage

SM5 Improve signage for pedestrians

Short £2,500 SBC/LTP Rights of Way

SM2 Use a programme of Personal Travel Planning to promote awareness of opportunities for sustainable travel

Short £500,000 HCC/SBC/ Developer Contributions


SM7 Introduce car sharing and car club schemes

Short £70,000 set up costs and then £40k per annum

Developer Contributions/ Existing Employers/ SBC/HCC




LTP Indicator

SM6 Increase development and implementation of work travel plans

Medium £75,000 per annum

Developer Contributions/ Existing Employers/ SBC/HCC

Public Transport Patronage,


LTP Indicator

SM10 Produce a walking strategy for Stevenage which reviews walking routes in key locations including the Town Centre, Old Town and Pin Green employment area

Short £75,000 HCC/SBC Rights of Way

Table 8.6 – Parking schemes to be delivered in the first 5 years Measure Year Cost Funding


PM1 Improve signage of car parks - matrix signs with live updates

Medium £304, 000 SBC/ Receipts

Not Applicable

8.4 Measures for Delivery Post Plan Period There are a number of measures that have been identified which will need to be included outside of the plan period. This is due to the fact that the development that is proposed will not be implemented until beyond the first years of the plan. Testing in the traffic model has demonstrated that there will be a requirement to implement a number of schemes to ensure that the development can be accommodated. The full descriptions of all the long term schemes are included in Appendix Volume 1. Those long term schemes which are recommended in the UTP are detailed in Table 8.6. Due to the fact that these schemes fall outside of the plan period they do not have an indicative cost attributed to them.


Table 8.7 – Long term schemes recommended through the UTP Ref Measure Issues Addressed

PTM3 Provide a bus station within the town centre PT2, PT4, PT9.2, PT12, S3

PTM10 Provide inter-connecting routes between new developments

PT2, PT2.2

HM3 Improve the East-West transport links to the north of Stevenage

H3

HM13 Build a link road parallel to the A1(M) to access Stevenage West

CO1, CO4

HM17 Widening of the A1(M) including continued discussions with stakeholders

CO1, CO4

HM21 Address the Stevenage gyratory system including the removal of traffic from James Way

H2, H3

HM32 Address operational issues at A1(M) Junction 8

CO1, CO4

Assessment of Stevenage Growth Agenda


9.1 Background This section of the UTP discusses in more detail the impact of housing proposals being planned to the north and west of Stevenage. The Stevenage and North Hertfordshire Area Action Plan (SNAP) contains the policies which will guide the development of new homes, employment and associated services to support the new neighbourhoods to the north and west of Stevenage. This section outlines the testing of the current road infrastructure to the north and west of Stevenage and discusses the potential impact of any future housing growth in these areas. The impact of future growth upon the A1(M) between Junction 6 to 9 is also discussed to ascertain when the motorway will be operating at capacity.

9.2 Future Year Assessment To assess the potential impact of SNAP housing on the current road infrastructure in the future year, future year networks were required along with future year demand. Several highway improvements have been proposed to the current road infrastructure in the relevant future years, altering traffic routing patterns and resulting in a shift in potential demand in and around Stevenage from the base year of 2008. To ensure consistent and robust routing patterns in the future years, the base year road network was used in the testing of SNAP housing assumptions within this section. By using a base year network for the testing we are able to ascertain what improvements might be required solely as a result of the SNAP housing assumptions. Whilst we would assume that some other highway improvements would be in place that are recommended within the UTP we cannot be sure of their delivery. It is understood that using the base year network with future year demand could cause significant delays because proposed improvements have been recommended to mitigate any additional future year demand. To ensure that the base year network could cope in the future, developments outside of the initial study area were removed. Therefore, Hitchin development trips were removed from the future year demand because this level of demand and specific location has not yet be been fully defined. However, other developments around the region have been included through the linkage to the East of England Regional Model as well as background traffic routing through the study area so as to complete journeys whilst maintaining realistic routing patterns. To summarise, for testing of SNAP housing in the future years of 2014, 2021 and 2031 the base year network was used with the future year demand excluding any Hitchin developments. The future year demand also reflected the sustainable travel measures assumptions in the form of work place and residential travel plans and increased publication of sustainable travel measures which are envisaged to reduce traffic demand. This is explained in more detail in Appendix Volume 1 as part of HM1.

9 Assessment of Stevenage Growth Agenda


9.3 SNAP Housing As discussed, SNAP contains the planning policies to direct future growth in and around Stevenage to the north and west. As part of the future year forecasting process any proposed future year developments planned in and around Stevenage were included in development of the future year demand. Part of this development included SNAP housing to the north and west. The current assumptions on the number of dwellings proposed in each future year is outlined in Table 9.1. Table 9.1 - Cumulative Number of SNAP Houses built by each model future year

Year Cumulative Number of

Houses North West

2014 1675 0 2021 4475 2500 2031 5900 5000

The location of this development was split up according to the model zone structure used for the base year model. The breakdown of the SNAP housing is shown in Table 9.2. Table 9.2 Breakdown of SNAP Housing by Model Zone and Year

SNAP Development Year Number of Houses

Model Zone

NES3 2014 300 5106 Land North of Stevenage 2014 1250 5107 Land West of North Road 2014 125 5108 Land North East of Stevenage (2) 2021 1288 5102 Land North East of Stevenage (5) 2021 137.5 5105 Land North of Stevenage (Part B) 2021 1250 5107 Land West of North Road (Part B) 2021 125 5108 Land West of Stevenage 2021 2500 5109 Land North East of Stevenage (Part B) 2031 1286 5102

Land North East of Stevenage (Part B) 2031 138 5105

Land West of Stevenage (Part B) 2031 2500 5109 Since the original base year zoning structure was defined, additional detail regarding future year development has been received which has enabled a more detailed assignment of potential development. As a result and as part of the testing, a SNAP zone (5109) has been modified, so that the point of access onto the network is more accurate. This is discussed in more detail as part of the West Network testing.


9.4 North of Stevenage Network To understand the potential impact of any SNAP development, key road links and approaches to junctions which are likely to come under pressure as a result of the development to the north of Stevenage were identified, Figure 9.1. To calculate the current capacity of the identified roads two Traffic Advice notes were used:

• TA 46/97 Traffic Flow Ranges for Use in the Assessment of New Rural Roads;

• TA 79/99 Traffic Capacity of Urban Roads.

Figure 9.1- Location of key road links associated with development north of Stevenage

TA 79/99 was predominately used to define the road capacities to the north of Stevenage because of the urban nature of the roads being assessed. Roads were defined as Urban All-purpose 1, 2 or 3 (UAP1, UAP2 or UAP3) according to the description set out in the advice note. TA 46/97 was used to define the capacity of the unclassified rural road to the north (road type S2), with global parameters used due to a lack of available local data for this road. The information below outlines the assumptions that were made in line with road capacities.


Table 9.3 - Adaption of TA 79/99 Table 2 Capacities of Urban Roads, One- way hourly flows in each direction

Notes Capacities are in vehicle per hour HGV less than 15% of traffic mix (n/a) Capacities are excluded where the road width is not appropriate for the road type and where there are too few examples to give reliable figures The numbers in bold in Table 9.3 above are the capacities assumed in the testing for the relevant road types. For road type S2, the capacity was defined using TA 46/97 which takes into account local traffic conditions. However due to a lack of available local data, global parameters defined in the advice note were used.

9.4.1 Impact on the North Network SNAP housing to the north of Stevenage puts pressure on the current road network capacity in the morning peak by 2014, Figure 9.2. This is exacerbated further by 2021, Figure 9.3. By 2031 there are no additional over capacity roads, so the impact by this future year is the same as by 2021. An over capacity link is that which exceeds the design capacity outlined in the relevant Traffic Advice note.

Two-way Single Carriageway Dual C/way

Total Number of Lanes Number of Lanes in each

direction 2 4 4 2

Carriageway width 6.1m 6.75m 7.3m 9.0m 13.5m 14.6m 7.3m

Rd Typ

UAP1 1020 1320 1590 1860 2800 3050 3600 UAP2 1020 1260 1470 1550 1900 2100 3200 UAP3 900 1110 1300 1530 n/a n/a 2600


Figure 9.2 - North Network – 2014 AM Peak

Figure 9.3 North Network – 2021 AM Peak

In the evening peak, the SNAP housing puts pressure on the road network capacity by 2014, Figure 9.4, with this further exacerbated by 2021 and 2031, Figure 9.5 and 9.6 respectively. In both peaks, the road network is operating under capacity in 2008.


Figure 9.4 - North Network – 2014 PM Peak




9.4.2 North Network Road Capacity Assessment Through detailed analysis of the over capacity roads it is possible to forecast at which particular year the road will be operating at capacity. Assuming the SNAP housing that is built by the forecast years is built uniformly each year until the forecast year, an estimation can then be made on the number of homes the road infrastructure can cope with until it is operating over capacity. In total there are 3 separate roads identified around the north part of Stevenage which are over capacity by 2031 in the morning peak and 8 in the evening peak, Table 9.4, Figure 9.7 to 9.17.


Table 9.4 - North Network Road Capacity Assessment

Location Peak Capacity (vehicles/hr)

Year Over Capacity

Over Capacity Houses

To B197 North Road South (southbound)

AM

1260 2010 558

From B197 North Road North (southbound)

1260 2012 1117

From Great Ashby Way North (southbound)

1260 2021 4475

From Gresley Way South (northbound)

PM

1260 2014 1675

To B197 North Road South (southbound)

1260 2019 3675

From B197 North Road South (northbound)

1260 2019 3675

To Gresley Way South (southbound)

1260 2021 4475

From B197 North Road North (southbound)

1260 2023 4760

To B197 North Road North (northbound)

1260 2024 4903

To Canterbury Way (northbound)

1260 2025 5045

From Canterbury Way South (northbound)

1260 2030 5758

Figure 9.7 - To B197 North Road South (southbound) Road Assessment – Morning Peak


Figure 9.8 - From B197 North Road North (southbound) Road Assessment – Morning Peak

Figure 9.9 - From Great Ashby Way North (southbound) Road Assessment – Morning Peak


Figure 9.10 - From Gresley Way South (northbound) Road Assessment – Evening Peak

Figure 9.11 - To B197 North Road South (southbound) Road Assessment – Evening Peak


Figure 9.12 - From B197 North Road South (northbound) Road Assessment – Evening Peak

Figure 9.13 - To Gresley Way South (southbound) Road Assessment – Evening Peak


Figure 9.14 - From B197 North Road North (southbound) Road Assessment – Evening Peak

Figure 9.15 - To B197 North Road North (northbound) Road Assessment – Evening Peak


Figure 9.16 - To Canterbury Way (northbound) Road Assessment – Evening Peak

Figure 9.17 - From Canterbury Way South (northbound) Road Assessment – Evening Peak

9.4.3 North Network Mitigation Schemes To mitigate the additional demand created by SNAP housing on the north network new road infrastructure is required.


By 2014, North Road and Gresley Way are expected to be operating over capacity during the peaks. North Road is over capacity due to an increase in background through traffic using North Road as an alternative route to the adjacent A602. Gresley Way is also over capacity due to a growth in background traffic during the evening peak. It is envisaged that by 2014 no mitigation schemes are proposed as part of the UTP, because future pressures on these roads are not as a direct consequence of the SNAP housing. By 2021 the additional development puts more demand on the network so that Great Ashby Way is over capacity in addition to the two roads discussed in 2014. The pressure on Gresley Way is further exacerbated by the proposed development of SNAP2 during the evening peak. The proposed mitigation measures are:

• 2021 North mitigation scheme A: to provide a link road between North Road and the developments to the eastern side of Great Ashby Way.

• 2021 North mitigation scheme B: provide link between 2021 mitigation scheme A and Gresley Way via B1037 Stevenage Road, with access for SNAP2 development.

• 2021 North mitigation scheme C: Provide two separate access points for SNAP8 development. One on North Road and one on Graveley Road.

• 2021 North mitigation scheme D: Provide access points from 2021 mitigation scheme A for SNAP7 development.

The 2021 North mitigation scheme B would provide a new link road that would avoid the B1037 / Gresley Way junction and provide a bypass for traffic from Stevenage wishing to access the SNAP2 development. The benefits of these mitigation schemes are to reduce the number of over capacity roads in the north network, and reduce the demand on North Road, Gresley Way and Great Ashby Way during the peak periods. By 2031 the only additional over capacity road is Canterbury Way. No additional mitigation measures to 2021 are proposed, although Canterbury Way is still over capacity. However the demand has been considerably reduced as a result of implementing the mitigation measures, such that it is only 7 vehicles / hr over capacity during the evening peak. Background growth along North Road has increased by 2031 in the evening peak but the mitigation measures in place have reduced this demand compared to without the mitigation. The reduction in demand is shown for the worst case scenario in the evening peak, from B197 North Rd South (northbound), Figure 9.18. This road is over capacity by approximately 600 vehicles / hour during the evening peak by 2031 without the mitigation schemes in place.


Figure 9.18 - From B197 North Road South (northbound) Mitigation Impact – Evening Peak

It is expected that the mitigation infrastructure can be phased so that it is constructed as the development demand increases, Table 9.5. Although the mitigation schemes are only indicative at present they are shown in Figure 9.19. Table 9.5 - North Network Mitigation Schemes Year Over Capacity

Roads Mitigation Scheme

Benefit

2021 North Road Gresley Way Great Ashby Way

2021 mitigation scheme A 2021 mitigation scheme B 2021 mitigation scheme C 2021 mitigation scheme D

North Road – Reduction in Demand Gresley Way - Under capacity Great Ashby Way - Under capacity

2031 North Road Gresley Way Great Ashby Way Canterbury Way

Proposed 2021 mitigation schemes

North Road – Reduction in Demand Gresley Way - Under capacity Great Ashby Way - Under capacity Canterbury Way – Reduction in Demand, (only 7 vehicles/ hr over during PM peak)


Figure 9.19 – North of Stevenage Network Indicative Mitigation Schemes

9.5 West Network A similar process to the assessment of the north of Stevenage network was undertaken to assess the impact of SNAP developments to the west of Stevenage. The future year SNAP housing to the west is not expected to be constructed until after 2014, therefore there was no 2014 future year test undertaken. Key junction approaches and roads were identified and capacities defined using the industry standards (Design Manual for Roads and Bridges (DMRB) Advice Note TA 79/99) because all the roads identified were urban, with the same road types discussed in Section 9.4 used. As discussed in Section 9.3, zone 5109 was modified to be more representative of the possible future year network access points. In the base network the current access point for zone 5109 is along Stevenage Road. In the base year the demand from 5109 is negligible, therefore the impact on Stevenage Road and within the model is minimal. It would be unrealistic to assume that by 2031, 5,000 potential new dwellings would access the new developments from Stevenage Road. It is understood that any potential new development to the west will access the current road network via Meadway, Bessemer Drive or both. Two tests were undertaken to assess the impact of SNAP to the west of Stevenage with modifications to the network access point of zone 5109:

• West Network with Meadway access; • West Network with Meadway and Bessemer Drive access.

The assumptions made about road standard and the links that have been assessed in terms of capacity are shown in the Figure 9.20 overleaf.


Figure 9.20 - Location of key road links associated with development west of Stevenage

9.5.1 West Network Results

The difference between the two sensitivity tests is minimal, with the only impact of changing the access point a change in demand on the access roads so either Meadway or Bessemer Drive is over capacity in the future years. When the test was assessed with just access via Meadway, this access road operates in excess of it design capacity by the future. When both Meadway and Bessemer Drive are used as access points then Bessemer Drive is over capacity. To show the worst case scenario, results are shown for the West Network with Meadway and Bessemer Drive access. In 2008 all the identified roads are under capacity. Only by 2021 does the network have over capacity links but this is only very minor, with Fishers Green


northbound over capacity by 6 vehicles in the evening peak, Figure 9.22. However by 2031, Fishers Green northbound is over capacity as well as the access road to Bessemer Drive, Figure 9.23. In the 2031 morning peak, the only road over capacity is the access road from Bessemer Drive, Figure 9.21.

9.5.2 West Network Road Capacity Assessment Similar to the assessment under taken for the north network over capacity roads, the west network has 3 roads over capacity by 2031, one in the morning peak and two in the evening, Table 9.6, Figure 9.24 to 9.26. This assessment is using the west network with access via Meadway and Bessemer Drive. Table 9.6 - West Network with Meadway and Bessemer Drive Access Road Capacity Assessment


Year Over

Capacity


Bessemer Drive (eastbound) AM 1110 2025 3500 Bessemer Drive (westbound) PM 1110 2025 3500 Fisher Green (northbound) 1260 2020 2143 Assessment of the west network with access via Meadway only shows Meadway operating over capacity instead of Bessemer Drive and a change in the year when Fisher Green is over capacity, Table 9.7, Figure 9.26 to 9.28. Table 9.7 - West Network with Meadway Access Road Capacity Assessment


Year Over

Capacity


Meadway (eastbound) AM 1110 2027 4000 Meadway (westbound) PM 1110 2024 3250 Fisher Green (northbound) 1260 2027 4000


Figure 9.21 - West Network – 2031 AM Peak


Figure 9.22 - West Network – 2021 PM Peak


Figure 9.23 - West Network – 2031 PM Peak


Figure 9.24 - Bessemer Drive (eastbound) Road Assessment – Morning Peak

Figure 9.25 - Bessemer Drive (westbound) Road Assessment – Evening Peak


Figure 9.26 - Fisher Green (northbound) Road Assessment – Evening Peak

Figure 9.27 - Meadway (eastbound) Road Assessment – Morning Peak


Figure 9.28 - Meadway (westbound) Road Assessment – Evening Peak

Figure 9.29 - Fisher Green (northbound) Road Assessment – Evening Peak

9.5.3 West Network Mitigation Schemes The SNAP housing to the west of Stevenage is not anticipated to begin construction until after 2014. By 2021 half of the housing development is expected to be complete. The impact of this in the existing road infrastructure is minimal with only Fishers Green marginally over capacity, 6 vehicles / hour during the PM peak in 2021. The impact on Fishers Green during the PM peak is not a direct result of the SNAP housing, but the growth in background traffic from employment areas in Stevenage and Hitchin.


By 2031 the access roads from the development are over capacity in both the morning and evening peak, along with Fishers Green in the evening peak. As discussed the increase in demand on Fishers Green is not a direct result of the SNAP housing. Therefore, the proposed mitigation scheme to alleviate the increase in demand from the development is:

• 2031 West mitigation scheme A: Improve the standard of road for both Meadway and Bessemer Drive to a minimum standard of Urban all-purpose 2, carriageway width 7.3m. This would give the road a capacity of 1470 vehicles / hour, Figure 9.30 to 9.32.

A carriageway width of 9m would be preferable because this would provide the road with a capacity of 1550 vehicles / hour for any future development beyond 2031. If the development only uses Meadway as the access road then the 9m carriageway width would be required to cope with the demand during the evening peak up to 2031, Figure 9.32. Figure 9.30 - Bessemer Drive (eastbound) Road Assessment – Morning Peak


Figure 9.31 - Bessemer Drive (westbound) Road Assessment – Evening Peak

Figure 9.32 - Meadway (eastbound) Road Assessment – Morning Peak


Figure 9.33 - Meadway (westbound) Road Assessment – Evening Peak

9.6 A1(M) Junction 7 Included in the SNAP development to the west of Stevenage is SNAP 11, which includes non-residential development west of A1(M) Junction 7. This development site is sandwiched by the A1(M) Junction 7 to the east and Newton Wood to the West which is Site of Special Scientific Interest (SSSI). Therefore the only realistic access point for this development area is directly onto the A1(M) junction 7. There is currently a minor access road onto the junction from this area of development which has been modelled. Included on the West of Stevenage Network map is the impact of any future year development on this road. This access road is over capacity in the evening peak by 2021, Figure 9.22. As the development continues to grow by 2031 the access road is put under additional pressure such that it is over capacity in both the morning and evening peak in 2031, Figure 9.21 and 9.23. This puts huge pressure not only on the access road for the development but also the A1(M) Junction 7. There are two roads operating over capacity by 2031, with one in each peak, Table 9.8, Figure 9.34 and 9.35. The two network tests produce the same result for this road link so it does not matter which west network test is analysed. The results in Table 9.8 are shown for the West Network with Meadway and Bessemer Drive access. Table 9.8 - West Network with Meadway and Bessemer Drive Access Road Capacity Assessment


Year Over Capacity

Houses Over Capacity

From A1(M) Junction 7 (westbound) AM 1260 2031 5000

To A1(M) Junction 7 (eastbound) PM 1260 2021 2500


Figure 9.34 - From A1(M) Junction 7 (westbound) Road Assessment – Morning Peak

Figure 9.35 - To A1(M) Junction 7 (eastbound) Road Assessment – Evening Peak

9.6.1 A1(M) Junction 7 Mitigation Schemes A proposed mitigation scheme for the access between SNAP site 11 and the A1(M) Junction 7 is to improve the carriageway standard.

• 2031 A1(M) Junction 7 mitigation scheme A: Improve the standard of the access road to the west of the A1(M) Junction 7 to a minimum standard of Urban all-purpose 2, carriageway width 9m. This would enable a capacity for the road of approximately 1550 vehicles / hour, Figure 9.36 and 9.37.


A dual two lane road, carriageway width 7.3m would be preferable but the minimum standard required to cope with the demand is one lane, 9m wide. Although this mitigation scheme would solve the problem of the access road being over capacity by 2031, the interaction at the junction with the motorway traffic flow would require more detail. It has been proposed through the UTP that the access road approach at the junction will need to be widened to two lanes to allow for extra capacity at the junction by 2021. In addition an access road from the development site may also be required to the south of the junction to provide access for traffic not wishing to access the A1(M) and to relieve the demand at the A1(M) Junction 7 in the future. Figure 9.36 - From A1(M) Junction 7 (westbound) Road Assessment – Morning Peak


Figure 9.37 - To A1(M) Junction 7 (eastbound) Road Assessment – Evening Peak

9.7 A1 (M) Junction 6 to 9 In addition to assessing the impact of SNAP housing on the road network to the north and west of Stevenage, an assessment has been undertaken on the A1(M) around Stevenage to see at what stage in the future it may be operating at capacity. The future year networks used for this assessment include the proposed UTP schemes because the motorway is expected to be less sensitive to re-routing. Hitchin demand has also been included for the testing to ensure the worst case scenario. To define the capacity of the A1(M) between junctions 6 and 9, TA 46/97 was used along with local available data for 2008 from the DfT TRADS website. This assessment of capacity takes into account the two way tidal split, proportion of HGVs and peak hour flow during the peaks to give a more realistic and representative road capacity, Table 9.9. The carriageway standards used were dual 2 lane motorway (D2M) and dual 3 lane motorway (D3M). Table 9.9 - A1(M) Junctions 6 to 9 Capacities

Location Capacity (vehicles / hour) Morning

Peak Evening Peak

A1(M) Junction 6 - 7 Northbound 3885 4079 A1(M) Junction 6 - 7 Southbound 3994 4092 A1(M) Junction 7 - 8 Northbound 3801 4055 A1(M) Junction 7 - 8 Southbound 3917 4109 A1(M) Junction 8 - 9 Northbound 5594 5899 A1(M) Junction 8 - 9 Southbound 5837 6150


9.7.1 A1 (M) Junction 6 to 9 Results The A1(M) junction 7 to 6 southbound is over capacity in the morning peak by 2014, Figure 9.38. This situation is exacerbated with additional pressure by 2021 causing junction 6 to 7 to be over capacity in both directions. By 2031 there is no additional pressure causing a change to the over capacity roads. In the evening peak, by 2014 the A1(M) between junction 6 to 8 is over capacity, Figure 9.39. However, the demand northbound between junction 6 and 7 by 2021 and 2031 has reduced below 2014 levels, resulting in this section of the A1(M) operating within capacity. This is because of the change in the expected growth outside of the study area in regards to longer distance external to external trips. The strategic East of England Regional Model (EERM) has been used to provide the background growth as this reflects the strategic level of trip making as a result of the RSS proposals. However, EERM which is validated to a 2004 base year only has future forecast years for 2008, 2021 and 2031. There is currently no 2014 run of the EERM model for use in forecasting. Due to the costs and timescales involved the current forecasting matrices for 2014 use the National Road Traffic Forecast (NRTF) factors for background growth of the external to external trips. As a result NRTF factors envisage a higher level of background growth for 2014 from 2008, than EERM does for 2021 for this particular area.

9.7.2 A1 (M) Junction 6 to 9 Road Capacity Assessment Detailed assessment of the A1(M) road capacity can show at what particular year each section is envisaged to be operating at capacity. Assuming that junction 6 to 7 is at capacity by 2014 as shown by Figure 9.38, assessment of junction 7 to 8 shows that it is at capacity by 2014 in the evening peak, Figure 3.39. Detailed assessment of this section shows that the northbound direction will be operating at capacity by 2011, Figure 9.40. The worst case scenario shows that it would require widening by 2011 in order to cope with the northbound demand during the evening peak. It should be made clear that this conclusion is derived from a theoretical modelling exercise, based on assumptions about road capacity and future levels of demand. This however does provide a very strong indication of the areas of the network that will be under stress and by which timeframe.

9.7.3 A1(M) Junction 6 to 9 Mitigation Schemes Mitigation schemes being proposed through the UTP for the A1(M) are as discussed in Appendix Volume 1. It is discussed that widening of the A1(M) junction 6 to 7 is required by 2014, with junction 7 to 8 widened to 3 lanes by 2021. The analysis provided in this Chapter supports these schemes and provides further evidence for the proposed mitigation schemes that widening between junction 6 to 8 is required by at least 2021.


Figure 9.38 - A1(M) Junction 6 to 9 – 2014 AM Peak


Figure 9.39 - A1(M) Junction 6 to 9 – 2014 PM Peak


Figure 9.40 - A1(M) Junction 7 to 8 Northbound – Evening Peak

9.8 Summary The SNAP housing to the north and west of Stevenage is expected to create 10.900 new houses by 2031, Table 9.1. This SNAP housing development predictably has an impact on the current road infrastructure to the north and west of Stevenage. The proposed housing to the north of Stevenage has an impact on the road infrastructure in the north by 2010, with several roads at capacity by 2014, Figure 9.2 and 9.4. By 2031 when is it anticipated that 5,900 homes will have been built to the north, the impact on the road network is that 11 roads will be operating over capacity during the morning and evening peaks, Figure 9.3, 9.6 and Table 9.4. Table 9.10 summaries the housing that the current road network can cope with before it is operating at capacity and mitigation schemes are required. Table 9.10 – Housing Impact on the North Road Network and Proposed Mitigation Scheme

Road Number of houses until road is at capacity Mitigation Scheme

North Road 558 A, C, D

Gresley Way 1675 A, B

Great Ashby Way 4475 A, B, D

Canterbury Way 5045 A, B, D


Housing to the west of Stevenage is not envisaged to begin being built until after 2014 with 2,500 houses to have been built by 2021 and a further 2,500 by 2031. The impact of this development is first seen on the network to the west by 2020, but only minor with Fishers Green northbound over capacity by 6 vehicles/ hour during the evening peak, Figure 9.29. By 2031 the impact is apparent on the access roads to the development as well as along Fishers Green, Figure 9.21 and 9.23. In additon to the housing to the west, future development to the west of the A1(M) Junction 7 is envisaged. This development has an impact on the A1(M) junction 7 link so that it is over capacity by 2021 in the evening peak and 2031 in the morning peak, Figure 9.34 and 9.35. It can be seen that the additon of SNAP housing around Stevenage will place additional pressures on the current road network so that it operates over capacity in certain locations which will need to be mitigated through various schemes. The proposed mitigation schemes are:

• North Network – construct new road infrastruture around the developments and improve access to development sites, Figure 3.19.

• West Network – Improve standard of Meadway and Bessemer access roads to provide increased capacity.

• A1(M) Junction 7 – Improve standard of access road to / from the development site to provide increased capacity.

Additional assessment of the A1(M) junction 6 to 9 has shown that it is at capacity between junction 6 to 7 in the morning peak by 2014, Figure 9.38. By 2014 the motorway between junction 6 to 8 is at capacity in the evening peak, with future year growth putting additional pressure on the motorway between after this time, Figure 9.40.

Monitoring and Date of Plan Review


10.1 Introduction Regular monitoring will enable assessment of the progress of measures in the UTP against the plan. It is a vital element in ensuring that measures proposed within the UTP are delivered at a rate that is in keeping with the priorities to address the problems identified. It also enables assessment of the effectiveness of schemes which have been delivered. Regular review of the plan allows it to be revised according to evolving demands and is an essential process in ensuring that the Plan remains relevant.

10.2 Monitoring Frequency and Mechanism A report on the schemes delivered and progress towards the local targets will be published annually. Monitoring involves two elements: output and outcome.

10.2.1 Monitoring output Output monitoring is essentially monitoring the progress of the delivery of schemes. This will be undertaken by reporting on the completeness of schemes which have been programmed for delivery and the expenditure related to individual schemes. This data will then be compared against the delivery programme.

10.2.2 Monitoring outcomes Monitoring outcomes will enable an assessment to be made on the effectiveness of schemes which are delivered through the UTP. Monitoring outcome should be in line with procedures already in place which allow local authorities to monitor against the LTP indicators and targets. The following methods could be used to monitor outcomes: Screenline surveys to monitor modal split (and modal shift through comparison of previous data). Surveys should be undertaken on both major corridors and minor roads to reflect different travel environments. The existing Travelwise Cordon surveys would provide a key input to this analysis. Queue and delay surveys to monitor congestion. Surveys should be undertaken at key junctions, in particular those which have been treated. Patronage figures to monitor modal split (and modal shift through comparison of previous data). Patronage figures should be collected for both bus and rail and across a range of services.

10.3 Date of Plan Review It is proposed that that the plan is reviewed annually in line with the LTP2 and emerging LTP3 monitoring programmes. It is proposed that the first review take place in July 2011, approximately 18 months after the plan is finalised.

10 Monitoring and Date of Plan Review


This will provide an opportunity for schemes to begin being implemented and information about their impact gathered. It is likely that much of the information used to review the plan will be linked directly to the TravelWise surveys and LTP monitoring that is already ongoing. The plan will be reviewed in 2014 at the end of the life of this plan and a modified plan will be published. The five year review will allow for new targets to be added, if appropriate, and for the existing targets to be modified if unforeseen pressures have arisen. As part of the Plan review, existing measures, and additional measures arising from assessment of unforeseen pressures, will be re-assessed. A new five year delivery programme will be produced to represent the measures to be delivered during the following five year period.

Urban Transport Plan for Stevenage

Appendix A – Scheme Assessment Framework

Urban Transport Plan for Stevenage

Appendix B – Plan of UTP Infrastructure Schemes

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Urban Transport Plan for Stevenage 75 Five Year …...Urban Transport Plan for Stevenage 75 8.1 Delivery Timescales A number of measures listed in Chapter 7 are able to be delivered